CHI90LA259

Factual narrative

On September 6, 1990, at 1845 CDT, a Luscombe 8A, N2229B, operated by an airline transport pilot, was substantially damaged when it nosed over during landing roll following an emergency landing at Lebert Flying L Airport, Lebanon, Illinois. The pilot was not injured. The personal flight was conducted under 14 CFR Part 91 and no flight plan was filed. The local flight originated at Lebert Flying L Airport at 1815 CDT. Visual meteorological conditions prevailed at the time of the accident. A witness who observed the airplane's approach stated that the approach was "hot and high." The pilot stated that he was too high and fast at the landing threshold, that he applied power to execute a go-around, but the engine "popped and quit." He stated that he cycled the carburetor heat to the off position after the engine quit, and also cycled the mixture control during his unsuccessful attempt to restart the engine at low altitude. He stated that when the engine failed to restart he concentrated on landing on the remaining runway. He landed the airplane near the departure end of the runway and applied maximum braking to avoid cement company structures off the end of the runway and the airplane nosed over. The investigation determined that the carburetor heat control was jammed in the off position and that the carburetor was dislodged from its base. The temperature at the time of the accident was 97° F, and the dew point was 72°. This report was modified on February 9, 2005. The pilot was landing at a private grass strip. Witnesses described the approach as hot and high. The engine lost power when the pilot attempted to execute a go-around. The pilot landed long, applied maximum braking to avoid structures at the end of the runway, and the airplane nosed over. The investigation indicated that the carburetor heat control was jammed in the off position. The pilot stated that he pulled the carburetor heat control to the off position to cycle it, along with the mixture, during his unsuccessful attempt to restart the engine. He stated that he left the carburetor heat control in the off position to concentrate on the forced landing from a low altitude. The airplane was placarded with a caution that carburetor heat was required for takeoffs and landings. There was a slight risk of light carburetor icing based on temperature and dew point values. However, with the high atmospheric temperature (97 degrees), a sudden, maximum temperature drop of 60 degrees would have resulted in a carburetor temperature above freezing (37 degrees). This report was modified on February 9, 2005. Source: NTSB Aviation Accident Database (Pre-2008 Archive) Retrieved: 2026-02-12